Carbon black reborn: Structure and chemistry for renewable energy harnessing

Several decades have elapsed since the introduction in 1988 of the social amplification of risk framework (SARF) by researchers from Clark University and Decision Research. SARF was offered as an umbrella under which social, psychological, and cultural theories of risk could be integrated and thereby supplement technical risk analyses. Some critics suggest that SARF cannot be tested thus, the framework is useful, at most, as a post hoc analysis of some kinds of risks. Others counter that predictability is not required for a framework to be useful and that SARF is an effective tool in organizing data related to public perceptions, values, and behaviors. It can also be used to design more effective risk communication and public engagement strategies. SARF also suggests how to conceptually view the dynamics of social media channels, despite the fact that SARF was developed before the explosion of global digital platforms. The papers in this special issue consider developments, refinements, critiques, contributions, extensions of the approach to new risk issues, as well as the findings and hypotheses that have grown out of what is now close to three decades of empirical research. This introductory paper provides background on SARF, presents a literature review since 2003, introduces the contributions to this issue, and highlights several areas for future research.

https://onlinelibrary.wiley.com/doi/pdfdirect/10.1111/risa.13926

The social amplification of risk framework: New perspectives

Abstract Structure-controlled carbon nanospheres (CNSs) were synthesized by an innovative plasma in liquid method, termed solution plasma processing (SPP). CNSs were formed by using benzene as a carbon precursor. Typically, 500 mg of CNSs were obtained from 100 ml of benzene with 20 min of treatment. The average diameters of CNSs increased from 20 to 100 nm when the pulse frequency of the bipolar power supply adjusted from 25 to 65 kHz. The TEM images showed that CNSs synthesized at 25–50 kHz consisted of amorphous carbon, while CNSs generated at 65 kHz were composed of continuous short range graphite with turbostratic structure. X-ray diffraction (XRD) patterns and TEM images showed that CNSs synthesized at 25–50 kHz had a low graphitization degree, while CNSs synthesized at 65 kHz consisted of graphite sheets with regular and ordering structure in basal planes. The increase of D/G intensity ratio in Raman spectroscopy confirmed the transition from amorphous carbon to nanocrystalline-graphite (NCG) with increasing pulse frequency. The resistivity of CNSs also increased with increasing pulse frequency. CNSs synthesized at 65 kHz have shown similar degree of resistivity as other commercial carbon black materials.

Synthesis of Structure-Controlled Carbon Nano Spheres by Solution Plasma Process by Organic Solution

Impressive technological advancements over the past decades commenced significant advantages in the maritime industry sector and elevated commercial, operational, and financial benefits. However, technological development introduces several novel risks that pose serious and potential threats to the maritime industry and considerably impact the maritime industry. Keeping in view the importance of maritime cyber security, this study presents the cyber security threats to understand their impact and loss scale. It serves as a guideline for the stakeholders to implement effective preventive and corrective strategies. Cyber security risks are discussed concerning maritime security, confidentiality, integrity, and availability, and their impact is analyzed. The proneness of the digital transformation is analyzed regarding the use of internet of things (IoT) devices, modern security frameworks for ships, and sensors and devices used in modern ships. In addition, risk assessment methods are discussed to determine the potential threat and severity along with the cyber risk mitigation schemes and frameworks. Possible recommendations and countermeasures are elaborated to alleviate the impact of cyber security breaches. Finally, recommendations about the future prospects to safeguard the maritime industry from cyber-attacks are discussed, and the necessity of efficient security policies is highlighted. 

A Survey on Cyber Security Threats in IoT-Enabled Maritime Industry

Recent Advances in Functionalized Nanoporous Carbons Derived from Waste Resources and Their Applications in Energy and Environment

Improving cyber security awareness in maritime transport : A way forward

This paper provides a study on the application and proposals of safety culture, new public management and social amplification of risk framework via ship accidents in Korea. This document analyzes what are the concept of safety culture, new public management as well as social amplification and risk framework and describes how 3 issues act, harmonize, interrelate through M/V Sewol accident. Korean government is needed to apply social amplification of risk framework to the in order to promote the safety culture in the maritime administration. Hence, this paper proposes safety framework in order to prevent and resolve future unexpected accident especially for maritime field.

A Study on the Application and Proposals of Safety Culture, New Public Management and Social Amplification of Risk Framework via Ship Accidents in Korea

Since fuel prices account for approximately 40% of a ship’s operating costs, shipping companies worldwide have made significant efforts to save energy on board such as introducing new technologies or machine operation methods. Many ship operators have adopted an advanced control system using a variable-speed pump and/or an optimizing control system of a three-way valve on the outlet side of the central cooling system. It is often considered that the best way to control a central cooling system is to integrate the two control systems. However, when applied in practice, there is a frequent uncontrollable phenomenon in which the three-way valve is opened to its minimum and the variable-speed seawater pump is operated at its maximum, resulting in a large amount of energy consumption. Therefore, in this study, the speed of the variable-speed seawater pump is set to the minimum, and the feed-forward controller is adopted for the three-way valve control system. The input variable of the feed-forward controller is the Main Engine load, and it is designed to directly control the bypass openness with the three-way valve controller. Using this design, it was demonstrated that the variable-speed seawater pump was operated at a minimum and energy was saved.

/pdf/design-of-energy-saving-controllers-for-central-cooling-jaheouzyaz.pdf

Design of Energy Saving Controllers for Central Cooling Water Systems

Most of marine electric propulsion ships are propelled by large electric motors. The speed control of the propulsion motor on the electric propulsion vessel is operated by adjusting the frequency. The power system has the inverter installed semiconductor element, such as IGBT or IGCT, for high-speed switching. However, the inverter for power conversion unit of the electric power propulsion on large vessels has fundamentally thermal problems of installed semiconductor, such problems could influence to considerable loss by switching and conducting the inverter in the power system transferring large current with high voltage. In order to calculate power loss and thermal loss of the inverter, this paper sets actual parameters of the electric propulsion system of the large ship in the simulation program considering condition of ship operation. The simulation proves that it is possible to analyze both power loss and thermal loss in the diodes and transistor during switching of the inverter in comparison with field oriented control and direct torque control. As a result, large power loss and thermal loss of switching and conducting the inverter by field oriented control considerably occurs and can also impact damages toward the power electronic devices by the thermal loss generated.

Analysis on thermal loss reduction on electric power propulsion system on board ship

This paper aims at presenting bunkering educational programs for LNG fueled ship taking into consideration existing similar education programs and safety systems at the international level in order to enhance both seafarers’ and vessels’ safety. Heavy fuel oil has typically been used as fuel of ship propulsion. The competitiveness of the fuel oil is recently getting weak in terms of cost and environmental aspects. Liquefied natural gas is introduced for ship propulsion in the maritime field as a new energy source replacing heavy fuel oil. In order to prepare for installation and operation of LNG fueled propulsion ship on board, International Maritime Organization has discussed this subject for about 10 years. As a result of the discussion on such ships in IMO, the International Code of Safety for Ships Using Gases or Other Low-Flash-Point Fuels entered into force on the year 2015. International organizations and several countries therefore drives actively entire researches and other businesses with a view to providing equipment and system of LNG bunkering. The systems are divided into ship-to-ship transfer, terminal / pipeline-to-ship transfer and truck-to-ship transfer. By adopting transfer system of LNG bunkering, many human resources will be needed in these areas on scene as well as on managing, operating, trading, finance, design of LNG bunkering industries. LNG bunkering is just in the beginning stage. Hence, this paper reviews and proposes professional educational programs of LNG bunkering in consideration of technical aspects of the safety system of LNG bunkering based on the types of bunkering systems.

A Study on the Development of Educational Programs for LNG Bunkering in Consideration of the Safety System

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